Offshore combination ship mooring- and ship
loading apparatus



Oct. 26, 1965 G. A. MOCAMMON OFFSHORE COMBINATION SHIP MOORING AND SHIPLOADING APPARATUS BOW MOORING Original Filed May 5. 1961 8 Sheets-Sheet1 George A. McCummon |nven1or Poient Attorney Oct. 26, 1965 G. A. MCAMMON 25,390

OFFSHORE COMBINATION SHIP MOORING AND SHIP LOADING APPARATUS BOW MOORHQGOriginal Filed May 5. 1961 B Sheets-Sheet 2 George A. McCummon Inventorx/ WU.

Patent Attorney Oct. 26, 1965 G. A. M CAMMON 25599 OFFSHORE COMBINATIONSHIP MOORING AND SHIP LOADING APPARATUS BOW MOORING Original Filed May5, 1961 8 Sheets-Sheet 3 George A. McCommon Inventor Pment Aha rney G1965 G. A. MCCAMMON OFFSHORE COMBINATION SHIP MOORING AND SHIP LOADINGAPPARATUS BOW MOORING Original Filed May 5, 1961 8 Sheets-Sheet 4 GeorgeA. McCommon Inventor YIMUVY Poreni Attorney Oct. 26. 1965 G. A. M CAMMON25,390

OFFSHORE COMBINATION SHIP MOORING AND SHIP LOADING APPARATUS BOW MOORINGOriginal Filed May 5, 1961 8 Sheets-Sheet 5 Fig. IX

George A. McCammon Inventor v U/U Patent Attorney Oct. 26, 1965 e. A.MCCAMMON LOADING APPARATUS BOW MOORING Original Filed May 5. 1961 GeorgeA. McCommon OFFSHORE COMBINATION SHIP MOORING AND SHIP 8 Sheets-Sheet 6Patent Attorney och 1965 e. A. M CAMMON OFFSHORE COMBINATION SHIPMOORING AND SHIP LUADING APPARATUS BOW MOORING Original Filed May 5.1961 8 Sheets-Sheet,

George A McComrnon Inventor By (7 7 Mwm1 4L0 Patent Attorney Oct. 26,1965 G. A. MCCAMMON Re. 25,890

OFFSHURE COMBINATION SHIP MOORING AND SHIP LOADING APPARATUS BOW MOORINGOriginal Filed May 5, 1961 8 Sheets-Sheet 8 George A. McCommon InventorBY 7 MM;

Patent Attorney United States Patent Office Re. 25,890 Reissued Oct. 26,1965 25,890 OFFSHORE COMBINATION SHIP MOORING AND SHIP LOADINGAPPARATUS-BOW MOORING George A. McCammou, Springfield, Ill., assignor toEsso Research and Engineering Company, a corporation of DelawareOriginal No. 3,093,167, dated June 11, 1963, Ser. No. 108,156, May 5,1961. Application for reissue May 21, 1965, Ser. No. 460,610

Claims. (Cl. 141-387) Matter enclosed in heavy brackets appears in theoriginal patent but forms no part of this reissue specification; matterprinted in italics indicates the additions made by reissue.

The present invention is concerned with an improved offshore shipmooring and ship loading device whereby ships and other vessels can bemore effectively loaded and unloaded, particularly with fluids such ashydrocarbons, gasolines, crude oils and the like. In accordance with thepresent invention, a unique structure comprising a caisson or equivalentstructure is positioned offshore and utilized in conjunction with asubmerged boom to more effectively moor ships for the purpose of loadingand unloading them. In accordance with a preferred adaptation, the boomis free to rotate about the structure or caisson and a preferredapplication of the structure is for the loading and unloading of tankerswhich will be bow moored to the caisson. Liquids, such as crude oil, arethen delivered or unloaded to the amidships manifold of the vessel bypipelines or other conduits positioned inside the boom. The preferredstructure of the present invention comprises, in essence, a flexible orpliable substructure used in conjunction with the submerged boom whereinsaid boom contains at its outboard end a buoyancy chamber or tankadapted to maintain substantially the same buoyancy of the boom as theship or tanker being loaded or unloaded.

The rapid loading of marine equipment with liquid products as, forexample, hydrocarbons and the like, has always presented a problem dueto the continuous shifting of the marine equipment being loaded. Thisshifting of marine equipment is due to tidal variations, changes in theships draft during the loading operations and also wave and wind action.Thus, there exists the problem of continually adjusting the position ofthe loading hoses to compensate for these changes. Any appreciablechange in the relative position of the loading hoses, unless corrected,will cause a severe strain on the tanker connections and, in manyinstances, cause them to break, thereby putting the tanker out ofoperation until repairs are effected. This is a very expensiveoperation. Other difficulties are encountered when attempting to moorships in various areas due to wave, current and ocean bottom conditions.In order to overcome many of these difficulties, it is known in the artto load ships, such as oil tankers and the like, at piers in protectedWaters or at marine anchorages or at nose moorings in the open sea.

In the case of tankers at piers, the manifolds of tankers are connectedto the pier piping by multiple hoses or flexible arms. In the case ofmarine anchorages, the tanker manifolds are connected to hoses attachedto submarine lines. The number of hoses is limited by the necessity oflaying them out on the ocean bottom so that they are not tangled. Thehoses must be long, usually 200 feet or more, and the weight, and hencethe diameter are limited by the capacity of the ships gear. Marineanchorages are generally limited to one or two hose connections of 12"diameter or smaller. Tankers are sometimes moored by the bow with hosesextending from the mooring to the bow. However, few tankers have bowconnections. On most other tankers, it is necessary either to lay a hosefrom the bow to the amidships manifold connections or use a floatinghose alongside the vessel. The latter is subject to adverse wave andcurrent actions.

The present invention, as pointed out heretofore, covers an improvedoffshore ship mooring and offshore ship loading device which ischaracterized in that the ship being loaded or unloaded, as well as theloading boom, will automatically adjust to the composite vector of tide,wind, sea and current as well as compensating for the changing buoyancyof the vessel during the loading and unloading operation. The presentinvention may be readily understood by reference to the drawingsillustrating an embodiment of the same.

FIGURE I is a cross-sectional vertical view of the structure positionedon the ocean bottom showing the turntable and a portion of the boom.FIGURE II shows in detail the structure and the fendering system. FIG-URE III is a top view of the fendering system while FIGURE IV is a topview through A-A of FIGURE II showing the lower donut ring. FIGURE Vshows the apparatus and the outwardly extending boom, while FIG- URE V1is a cross-sectional view of the boom. FIGURE VII is an end view of theboom and FIGURE VIII is a top view. FIGURE IX illustrates iin somedetail the turntable having mounted thereon the auxiliary equipment.FIGURE X is a top view of this auxiliary equipment. FIGURE XI is a topview of the boom, and of the vessel and the caisson structure. FIGUREXII is similar to FIGURE III which illustrates a preferred structurewith respect to the box girder, the movable top ring and the rigid topplatform. FIGURE XIII shows in some detail the structure and tie-in ofthe tendering box girder and the top ring. FIGURE XIV is somewhartsimilar to FIG- URE V showing the submerged boom and a desirable way ofsupporting the loading platform. FIGURE XV is an end view of FIGURE XIVshowing the method of supporting the loading platform to the submergedboom. FIGURE XVI shows in some detail the method of structurallysupporting the submerged loading boom.

Referring specifically to FIGURE I, a lower base circular or donut ring1 is shown positioned on the ocean floor 2 beneath the surface of thewater or ocean 3. Extending upwardly and inwardly from lower base ring 1are supporting legs 4 and 5 which extend above the surface of the waterand are rigidly affixed at the upper ends thereof to a rigid topplatform 8. Legs 6 and 7 are not illustrated in FIGURE 1.

Extending upwardly from the bottom of lower base ring 1 are a pluralityof fendering tubes 9. These tubes extend vertically upwardly and arepositioned about the periphery of ring 1. These tubes are hollow and arewelded to ring 1 or otherwise suitably attached at the top of the ringat points 10 and at the bottom of the ring at points 11. These tubesextend to a point above the level of the water and are attached at theupper ends thereof to a circular member, preferably a box girder 12.

In positioning the structure into place, the donut base ring with thetendering rings is positioned on the ocean floor. Piling members 13 aredriven through each of hollow tubes 9 into the ocean floor. The boxgirder tendering ring 12 is attached to the upper ends of fenderingtubes 9 and contains inwardly extending radial arms 14 which, in turn,are attached to a flexible or movable top ring 15. The rigid platform 8has attached to it a turntable mechanism 17 which holds one end of theloading boom 20. This turntable holds the mooring lines 21 and auxiliarymooring equipment 22. A shore feeding line 18 extends from shore basetanks and leads into the vertical feed line 19 of the structure. It isto be noted with respect to FIGURE I that box girder 12 over-extends thevertical fendering tubes 9 so that if a ship nudges against member 12and exerts a forward thrust thereon causing it to retract,

the lower end of the bow of the ship will not make contact with theupwardly extending fendering tube.

Referring specifically to FIGURE II, similar elements as described inFlGURE I are similarly numbered. FlG- URE II shows, in addition, thethird inclined leg 6 of the four inclined legs of the structure whichextend from the lower base ring 1 to the rigid top platform 8. Theworking platform 16, the movable top ring 15, the box girder 12 and thepiling members 13 as well as the fender tubes 9 are illustrated. InFIGURE 11, the structure of the radial arms 14 is illustrated in moredetail. Extending inwardly from box girder 12 to the top edge of ring 15is a radial member 14a. Also extending inwardly from box girder 12 aretwo radial arms 14b and 14c which are attached at the lower side of topring 15 directly beneath the point of attachment of 14a.

Thus, in operation, if a ship to be moored nudges against box girder 12thereby exerting a forward thrust on the girder, this thrust is resistedby bending fendering tubes 9 and the piling contained therein so as tocause ring 15 to move backwardly until the same makes contact with therigid platform. While this distance may vary appreciably, it ispreferred that the same be from 1 to 30 feet.

This method of attaching the radial arms from top ring 15 to box girder12 is more clearly illustrated in FIGURE III wherein similar elementsdescribed in FIGURES I and II are similarly numbered. Referringspecifically to FIG- URE III, which is a top view of FIGURE II,fendering tubes 9 are shown attached to box girder 12. Box girder 12 issecurely attached to top ring 15 by means of radial arms 14a, 14b, and14c. Both top ring 15 and the rigid top platform 8 are positioned belowworking platform 16. Working platform 16 is attached to rigid topplatform 8. The working platform 16 is supported by means of struts 23.A vertical feed line 19 is shown extending from the lower shore line 18.While only one shore feeding line 18 and one vertical feed line 19 areillustrated, it is to be understood that a plurality of lines may beutilized carrying different fluids.

FIGURE IV is a vertical view through A-A of FIG- URE II. The inclinedsupporting legs 4, 5, 6, and 7 are shown rigidly attached to the lowerbase ring 1 and the shore feeding line 18 is shown in communication withthe vertical feed line 19. The fendering tubes 9 are shown extendingvertically upwardly from the lower base ring 1.

Referring specifically to FIG'URE V, vessel 24 is shown moored to thestructure of the present invention by means of mooring lines 21. Theloading boom 25 extends Substantially horizontally outwardly from themooring struc ture, thence vertically downwardly to beneath the surfaceof the water, thence outwardly beneath vessel 24 to the mid-ship loadingconnections. At this point, the loading boom extends vertically upwardlyto a loading platform 26 positioned above the water, and adjacent to themidship loading connections or manifold. The outboard end of the boom 25contains a buoyancy tank 27 by which the buoyancy of the outboard end ofthe boom may be adjusted as a function of the buoyancy of vessel 24 asit is being loaded or unloaded. Loading platform 26 comprises suitablehose handling equipment 27 as well as means 28 for maintaining the boomat the desired position with respect to the vessel being loaded. Thismeans preferably comprises a fan or propeller which is operated to givethe desired thrust of the boom against the vessel being loaded.

FIGURE VI is a cross-sectional view of boom 25 containing conduits 29,30, 31, and 32. These spaced conduits or loading lines are rigidlysupported by means of cross-sectional members and other struts 33. Inactual operation, two conduits 31 and 32 may comprise an air conduit forpressuring the buoyancy tank, and conduits 29 and 30 for the product orhydrocarbon being loaded or unloaded.

FIGURE VII is an end view of the outboard end of the boom 25 showingplatform 26 positioned on the top of boom 25. The platform 26 containsthe hose handling equipment 27 and shows a loading line 29 which isattachcd to the mid-ship loading connection.

FIGURE VIII is a top view of the platform, again showing in some detailthe spacing of the propeller and the loading lines. FIGURE X is a topview of FIGURE I showing the inboard end of the boom attached to therigid platform 8. Hydrocarbons, for example, are pumped up through theswivel line 19 through two swivels 34, thence into loading lines 30 and29 which are connected as hereinbefore described to the mid-ship loadingconnections. The turntable is free to swing, only power is the fan onthe outer end of the arm.

FIGURE IX is a side view of the boom at its inboard end showing loadinglines 29 and 32 extending outwardly to the mid-ship loading connections.This equipment is shown positioned on turntable 17 and illustrates themooring line handling equipment 22. FIGURE XI is a top view showing thevessel 24 moored to the structure by means of mooring lines 21 and theloading boom 25 extending outwardly and beneath the vessel to themid-ship loading connections.

The present invention is broadly concerned with an improved structurefor the mooring and for the loading and unloading of vessels offshore.The structure, in essence, consists of a donut shaped ring positioned onthe ocean floor containing a plurality of vertical fendering tubes whichextend above the surface of the water. Piling is installed through thesetubes into the surface of the ocean. Inclined leg members extendupwardly from the donut ring to a rigid top platform positioned abovethe surface of the water. The fendering system consists essentially ofthe upwardly extending fendering tubes which, in turn, are attached to acircular fendering ring positioned above the water. It is against thisring that the ship will make contact. This fendering ring is rigidlyattached to a smaller top ring, which top ring is at a position higherthan the fendering ring. The top ring is positioned about the peripheryof the rigid platform. Thus when a ship makes contact against thefendering ring. the entire structure including the fendering tubes andthe piling resists this thrust. The fendering ring causes the top ringto move backwards until the top ring contacts the rigid platform whichprohibits further movement of the fendering system.

The ship then retreats against the recoil thrust of the fendering systemand drops back upon its moorings at which time the boom is rotated in aposition before the bow of the vessel. The boom is characterized byconsisting of four conduits adapted to pass fluid to or from the tankerand is submerged beneath the tanker to the midship loading manifold ofthe ship. The outboard end of the boom is characterized by a buoyancytank which allows the outboard end of the boom to remain in the samevertical position with respect to the vessel as the vessel is beingloaded or unloaded. A very unique feature of this structure comprisesthe preferred technique of maintaining the outboard end of the boomagainst the vessel which is an air propeller or fan.

While the dimensions may vary appreciably and will be inter-related, onesatisfactory structure is to have the lower donut ring of a main overalldiameter of about feet center to center. The sectional diameter of thislower donut ring is approximately 12 feet and is constructed of 1" steelplate or equivalent metal. When the structure is in position at theocean bottom, it is preferable to fill this lower donut ring with wateror with solids and to cover the entire lower donut ring with aggregatein order to avoid scarifying action due to tides and currents.

The upwardly inclined legs are preferably 7 feet in diameter and mayextend to a point around 35 feet above the water wherein they will beattached to the rigid platform. The upper rigid platform 8 may be 60feet in diameter while fendering tubes 9 are approximately 30" indiameter. It is preferred that approximately 24 fendering tubes beutilized and that they extend approximately 10 feet above the water. Inone apparatus, which may be positioned approximately 100 feet below thesurface of the water, these tubes would be 110 feet long and it ispreferred that they be made of about 100,000 pounds per square inchminimum yield steel. As pointed out heretofore, the distance between theupper ring and the rigid platform 8 may vary from about 2 to feet whichmeans that this is the movement allowed in the fendering system.

The apparatus of the present invention is adapted to moor and loadvessels of from 600 to 1000 feet in length, which vessels will have afree board from about 15 to feet. A typical vessel comprises a 72,000ton tanker of about 840 feet in length, wherein the distance to themidship loading line is 420 feet. Under a normal type of operation, theship is moored from to 200 feet away from the structure, preferablyabout 150 feet away from the structure. The radial arms extending fromthe fendering ring to the upper ring are preferably from 22 to 24" indiameter. By inclining the supporting legs, the reactionary forces ofthe waves on the structure is minimized. The structure of the presentinvention permits a vessel to be loaded or unloaded with the waves up to12 feet in height since the ship and the loading boom will assume theresulting vector of forces of the wind, the tide, and the current.

The structure of the present invention eliminates the necessity for thelong loading hoses of 100 to feet heretofore required, since the loadinglines from the platform on the outboard end of the boom to the shiploading connections will be about from 30 to 50 feet in length. It ispreferred that the fendering ring be suitably lagged with lagging orfendering rubber or equivalent in order to minimize wear. It is alsopreferred that the piling driven through the fendering tubes extendabove 50 feet below the surface of the sea. In general, it is preferredthat, when the fendering tubes are 30" in diameter, the piling be about27" in diameter.

A preferred structure with respect to the tie-in of the box girder withthe movable or top ring 15 is illustrated in FIGURE XII. The box girder112 contains apertures 141 which allow sea water to flow downwardlytherethrough and minimize certain wave forces. The flexible top ring 115is in the form of an octagon wherein each corner of the octagon isconnected by means of structural members 114 to fendering tubes 109which extend through the girder 112. In turn, the rigid top platform 108is also in the form of the octagon, which platform is afi'ixed to eachcorner of the octagonal top ring 115 by means of hydraulic braking rams140. These hydraulic braking rams may be adjusted to progressivelyresist the oncoming thrust of a vessel so as to insure that the fiexibletop ring 115 will never contact rigid platform 108. Details of thestructure are shown in FIGURE XII] showing piling members 113 withinfendering tubes 109. It is to be noted that the box girder fenderingring 112 protrudes outwardly from the fendering tubes appreciably andcontains on the outer edge thereof, a plurality of fendering orbuffeting materials. Thus, if the ship should thrust against ring 112due to the structure, the bow of the ship will never make contact withthe fendering tubes 109 as they are bent inwardly under the thrust ofthe vessel. It is to be understood that, in normal operations, the shipwill not contact the fendering ring but will lie away from the entirestructure which will automatically adjust itself with the ship under theinfluence of wind, tide and current.

A preferred method of attaching the loading platform to the submergedboom is illustrated in FIGURE XIV showing the loading platform 126extending outwardly from the submerged boom and containing loading means129 which, in essence, comprises gooseneck members and ship sections ofloading hose. The platform 126 is preferably rigidly attached by meansof a single structural member 146 extending its entire length, whichsingle structure member is then attached to the submerged boom 125 bymeans of a plurality of structural members 145.

A preferred method of structuring the submerged loading boom isillustrated in FIGURE XVI wherein conduits 129, 130, 131 and 132 arerigidly attached one to each other. At one end of the section, conduits129 and 132 are attached. FIGURE XVI illustrates one section of thesubmerged boom which may comprise any number of similar sections.Conduits 129 and 132 are rigidly attached to each other at each end ofthe section by means of vertical struts 133. Similarly, conduits 131 andare rigidly attached to each other at each end of the section byvertical struts 133. In a similar manner, conduit 129 is rigidlyattached to 130 and conduits 132 to 131 at each end of the section byhorizontal struts 133. However, a diagonal cross strut at the bottom ofthe section is provided to further strengthen the section. A secondcross strut 161 opposite in direction to the lower cross strut 160 isprovided at the top of the section. A vertical cross strut is providcdat one side of the section connecting conduits 129 to 132 which isopposite in direction to a second vertical cross strut 163 at the otherside of the section which rigidly attaches conduits 130 and 131. In asimilar manner, at one end of the section, a cross strut 164 rigidlyattaches conduits 131 to 129 whereas at the other end of the section, asecond cross strut 165 opposite in direction to cross strut 164 rigidlyattaches conduits 130 to 132.

What is claimed is:

1. Improved ship mooring and ship loading structure which comprises incombination (1) a lower base donut ring adapted to be positioned on theocean floor, (2) supporting legs alfixed to said donut ring andextending upwardly and inwardly from said donut ring to a point abovethe surface of the water, (3) a top rigid platform supported above thewater by said supporting legs, (4) fendering tubes extending upwardlyfrom said donut ring and positioned about the periphery of said donutring to a point above the surface of the water, (5) a fendering ringrigidly attached at the upper ends of said fendering tube, (6) a topring positioned within and above said fendering ring and rigidlyattached to said fendering ring by means of structural members, said topring being positioned about said rigid top platform, (7) a turntablemechanism positioned on said rigid top platform and adapted to rotatewith respect thereto, (8) an outwardly extending boom, the inboard endof which is rigidly attached to said turntable mechanism, said boombeing characterized by an inboard section which is above the surface ofthe water and which extends to a point without said fendering ring, saidboom being characterized by a middle section which extends downwardly tobelow the surface of the water, said boom being characterized by anoutboard section one end of which is attached to the lower end of saidmiddle section and which extends outwardly below the surface of thewater to the loading manifold of a moored ship, (9) a loading platformaflixed to the outboard end of said boom by means of upwardly extendingstructural members and positioned above the surface of the wateradjacent the loading manifold of a moored ship, (10) mooring linesafiixed to said turntable mechanism and adapted to rotate therewith,said mooring lines extending outwardly and adapted to moor a ship, (11)loading lines extending from shore facilities to with in said lower basedonut ring upwardly to said turntable mechanism and outwardly throughsaid boom to said manifold of a moored ship whereby as tide, wind andcurrent change the position of a moored ship, said boom will adjust inrelation thereto.

2. Apparatus as defined by claim 1 wherein piling means are passedthrough said tendering tubes, through said lower base donut ring andinto the ocean floor.

3. Apparatus as defined by claim 2 wherein said top ring is attached tosaid rigid platform by means of hydraulic dampencrs which will functionto resist the movement of said top ring in the direction of said rigidplatform.

4. Apparatus as defined by claim 1 wherein a buoyancy tank is positionedat the outboard section of said boom so as to adjust the upward sectionof said boom, conduits to said buoyancy tank to adjust the buoyancythereof and the buoyancy of said boom so as to conform with the buoyancyof a moored ship as it is being loaded or unloaded.

5. Apparatus as defined by claim 1 wherein said loading platformcontains a suitably mounted fan which is adjusted to maintain saidloading platform against a moored ship.

6. Apparatus as defined by claim 1 wherein at least two horizontalmembers of the boom comprise loading conduits.

7. A fixed mounting structure for an offshore ship mooring and loadingstructure comprising in combination (I) a lower base donut ring adaptedto be positioned on the ocean floor, (2) supporting legs afiixed to saiddonut ring and extending upwardly and inwardly from said donut ring to apoint above the surface of the water, (3) a rigid top platform supportedabove the water by said supporting legs for mounting an associated shiploading structure, (4) tendering tubes extending upwardly from saiddonut ring and positioned about the periphery of said donut ring to apoint above the surface of the water, (5) a fendering ring rigidlyattached at the upper end of said tendering tubes, and (6) a top ringpositioned within said tendering ring and rigidly attached to saidfendering ring by means of structural members, said top ring beingpositioned about and spaced from said rigid top platform.

8. A fixed mounting structure in acordance with claim 7 including pilingmeans extending downwardly through said tendering tubes into the oceanfloor to secure said mounting structure thereto.

9. A fixed mounting structure in accordance with claim 8 includinghydraulic dampening means extending between soid top ring and said rigidtop platform to resist the movement of said top ring in the direction ofsaid rigid top platform.

10. A fixed mounting structure for an offshore ship mooring and loadingstructure comprising in combination (I a lower base donut ring adaptedto be positioned on the ocean floor, (2) supporting legs aflixed to sa ddonut ring and extending upwardly and inwardly from said donut ring to apoint above the surface of the water, (3) a rigid top platform supportedabove the water by said supporting legs for mounting an associated shiploading structure, (4 fendering tubes extending upwardly from said donutring and positioned about the periphery of said donut ring to a pointabove the surface of the water, (5) a tendering ring rigidly attached atthe upper end of said fendering tubes, (6) piling means extendingdownwardly through said fendering tubes into the ocean floor to securesaid mounting structure thereto, and (7) a turntable mechanismpositioned on said rigid top platform and adapted to rotate with respectthereto.

References Cited by the Examiner The following references, cited by theexaminer, are of record in the patented file of this patent or theoriginal patent.

LAVERNE D. GEIGER, Primary Examiner.

